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(No Model.) 2 Sheets-Sheet 1. J. Y. MAINLAND. SELF LEVE'LING BERTH.

"No. 262,964. Patented Aug- 22, 1882.

\ '11/1/II11/IIII/1111111111111lllllllllllllllllllllln 2 Sheets-Sheet 2.

(No Model.)

mm nu mm Am .L JE S 262,964. Patented Aug. 22, .1882.

* spects.

periphery of the carrier 0, in order to prevent UNIT D STATES PATENTOFFIGE.

JOHN Y. MAINLAND, orBosroN, MASSACHUSETTS, ASSIGNOR ro THE 1 BRUNSWICKBERTH COMPANY.

SELF-LEVELINGI B ERTH.

SPECIFICATION forming part of Letters Patent No. 262,964, dated August22, 1882.

Application filed July 19,, 1880. (No model.)

To all whom it may concern:

Be it known that I, JOHN Y. MAINLAND, of Boston, in the county ofSuffolk and State of Massachusetts, have invented certain Improvementsin Self-Leveling Berths, of which the following is a full, clear,concise, and exact description, reference being had to the accompivn'ying drawings, forming a part hereof.

In the drawings, Figure 1 is a vertical section of one end of a berthembodying all the features of my invention. Fig. 2 is a plan,and Fig. 3an edge View, of the carrier upon which the berth is supported. Fig. 4is a cross-section on line w 00, Fig. 2. Fig. 5 shows a different formof my invention. Fig. 6 is an elevation of the same. Fig. 7 is a detailview.

The object of my invention is to so support a berth upon suspendedjournals that the motion of the ship shall have the least possibleeffect upon the position of the berth.

The berth A is provided at each end with a metallic plate, B, having acircular rim, 12, around it. A metal carrier,(), of a diameter a littleless than the inside diameter-of rim b, is inserted in each of theseplates, and thesev carriers are hung so that they can move up and down afew inches, preferably by a wire rope, G, passing over pulleys orattached to a scale beam, as indicated in the drawings, which illustrateonly one end of the berth and itsconnections, the other end being thesame in all re- Friction-rolls a are inserted in the friction betweenthe rim b and the periphery of G, and other friction-rolls, d, areinserted in the face of O to prevent friction between the face ofcarrier G and the face-plate B. It is this combination withthe berth ofthe faceplate B, carrier 0, and peripheral and radial friction-rolls a dthat constitutes the first part of my invention, and this part of myinvention is designed to so support the berth that the motion of theship (commonly rolling, as the berths are usually lengthwise of theship) sh all u not tip the berth ona longitudinal axis. In my improvedberth the rolling of the vessel only turns the carriers slightly in thefaceplates when the berths are lengthwise of the ship.

To prevent the tipping of the berth on an axis crosswise of the berth,and also to prevent endwise motion of the berth, each carrier isprovided with a wheel, D, tired with soft rubber, preferably, to preventnoise. at of this wheel is supported by two blocks, d which aresupported on screws (1 and by means of these screws the wheels D can beaecurately adjusted, so that each wheel will touch its track F when theberth is in place. The tracks F are secured to the walls of the stateroom, and are slightly curved, as shown; or they may be straight. Eachis provided with side pieces, f. Friction-rolls h, attached to thecarrier 0, lie between these side pieces, and

serve to prevent friction between these side pieces, f, and the support9 of the friction-rolls. The journal d of wheel D is arranged below thecenter of carrier 0, and the wire rope G is conneeted with carrier 0above its center. This prevents the weight of the berth from throwingthe lower part of carrier 0 out of the faceplate B, and also makes thecontriv'ance more sensitive. When the vessel pitches (the berth beinglengthwise of the ship)-the carriers 0 appear to move one up the other.down over the tracks F; but in reality the tracks move. Of course allrolling is accompanied by some pitching and all pitching by somerolling; but both are prevented by my contrivances from moving the berthmaterially.

The second part of my invention consists in The journal the combinationof the carrier 0 with wheel D, track F, side pieces, f, andfriction-rolls h.

A- third feature of my invention consists in the arrangement of thejournal at of wheel D below the center of carrier 0, and the connectionof the wire rope G with carrier (3 at a point above its center, wherebythe weight of the berth and its occupant is prevented,to a large extent,from disengaging the bottom part of the carrier from the face-plate Band its rim 1).

The wire'rope G has heretofore in berths of this class been supported bytwo pulleys; and a fourth feature of my invention consists in thecombination of a berth supported on axes is impossible when pulleysareused, for the fulcrum 71.2 of the scale-beam H can be adjusted, as,desired, to properly balance the berth and the weight of the occupant.One form of adjusting means is shown in the drawings, the fulcrum-pin Itbeing attached to plate h having dowel-pins projecting from its uppersurface and entering holes in the beam E. This plate is readily shifted,so as to bring the pin h in either one of the boxes in the bracket h.

Another mode of connecting the carrier 0 with the berth is shown in Fig.5. Here the face-plateB has a hole through it at its center, and anarm,()", passes through it, this arm being fast to the carrier and.extending up above the berth to the wire rope G. In this constructionthe Wheel D and its connections are placed lower down in the carrier 0,and a single roll, it, is used instead of the frictionrolls h of theother form of my invention. A

roll is also used,as shown at a,to prevent friction between the-arm Oand track 12..

When my berth is used athwartship, as is sometimes the case, the roll ofthe vessel tips the berth on an axis crosswise of the berth, andconsequently the rise and fall of the head and footof the berth are verymuch more thanis possible in a berth arranged lengthwise of the ship, asthey usually are. Consequently when the berth is athwartship the tracksmust be made considerably longer than those shown, and an additionaleontrivance to keep the berth horizontal is necessary. This cont'rivancealso constitutes one feature of my invention, and consists of a pendant,J, weighted at its lower end and tending to keep beam H horizontal. Thisis an essential feature when the berth is crosswise of the vessel, andof use in any case. The weight on the pendant may be sufficient to makeit impossible for the weight of the occupant to tip the berth, unlesshis whole weight is brought near one end ofit; but commonly it answersall requirements if sufficient to counteract the ordinary changes in theposition of the occupant.

The pendant J may be secured rigidly to the beam H or its journal; or itmaybe pinned to thejournal, as illustrated in Fig. 7, so that thependant will always remain nearly plumb. This weighted pendant is ofcourse applicable to all berths suspended from a scale-beam.

That claim as my invention is- 1. In combination,berth -A,face-plateB,and

carrier (J, provided with radial and peripheral friction-rolls ad, thecarrier being suspended, all substantially as described.

2. The carrier 0, provided with wheel D and friction-rolls h, incombination with berth A and track F, having the side pieces,f,substantially as described.

JOHN Y. MAINLAND.

' Witnesses: J. E. MAYNADIER,

J. R. SNOW.

